Passenger Train Locomotive Utilization

Concering the operation of the through New York-Florida Passenger trains, did the Seaboard and ACL diesels operate through to Washington Union Station on a regular basis, or was it normal for the RF&P to operate their own locomotives for the trip between D.C. and Richmond? I've seen photographs showing both, but it seems to me that changing engines two times over a relatively short distance would be an operational and logistical "pain."

Answers

Mr. Toad-What drove passenger locomotive utilization on the RF&P was
the presence of locomotives equipped with the proper cab signal
apparatus.

RF&P had installed a continuous cab signal system on its line in the
period 1923-26 as a result of an ICC order. ACL installed an
intermittent automatic train stop system between Richmond and
Florence in response to the same ICC order. These systems were
incompatible and locomotives of one railroad could not operate on the
lines of another without incurring penalties of restricted speed
operations. When the SAL purchased its first diesels for use on the
Orange Blossom Special, it entered into an agreement with the RF&P to
permit runthroughs between Richmond and Washington. It equipped the
passenger diesel units with RF&P train control systems. Subsequently,
when ACL and FEC introduced their Champions, they did the same. The
run through agreements with the RF&P gradually lapsed in 1942-43 due
to SAL wrecking some of its units and ACL needing un its for its
increased service. RF&P had enough steam locomotives to handle the
requirements. Post war, the RF&P bough its own fleet of diesels and
run throughs would occur only when RF&P units were in the lead. At
the same time-postwar early 1950's, RF&P changed its cab signal
system to a continuously coded system, which meant that any SAL or
ACL units which still had the prewar system could no longer operate
as the lead power in RF&P territory. Some runthroughs in emergencies
did occur-namely the 1958 blizzrd which crippled the PRR, but that
was an unusual condition, and the requirement was to keep the trains
moving, even though they were limited to 30-40 mph and had to operate
under absolute block rules.

In 1964, ACL and RF&P concluded a through running agreement, and
units of both railroads were fitted with cab signal and train stop
apparatus. SAL never did, and any time its units went to Washington,
an RF&P unit had to lead.

There will be more on this in a future Lines South article. In the
meanwhile, I wrote a lot on this in previous correspondence on this
issue on this web site. Dig it up and read it when you get bored!